Cargo container handling system and associated method

ABSTRACT

A system and method for cargo handling is provided. The system includes a transport vehicle including a cargo bay capable of housing a plurality of cargo containers, and a loading dock for coupling to the cargo bay. The system also includes at least one railcar and pylons positioned along a floor of the cargo bay. A predetermined number of pylons are operable to elevate and lower a cargo container within the cargo bay. The present invention also provides a railcar for transporting cargo containers, as well as an apparatus for positioning at least one cargo container within a transport vehicle. The present invention also provides a system for aligning a loading dock and a transport vehicle that includes a mechanism for adjusting the height of the transport vehicle or loading dock, or a plurality of engagement members that are capable of aligning the loading dock and transport vehicle.

BACKGROUND OF THE INVENTION

1) Field of the Invention

The present invention is related to the field of cargo handling, andmore particularly, to a system, apparatus, and method for efficientlyloading cargo from a loading dock and into a transport vehicle and viceversa.

2) Description of Related Art

Various techniques are utilized for loading and unloading large cargoloads from aircraft, ships, trucks, and similar transport vehicles.Typically, the cargo consists of large containers that are arranged inseries and may be loaded concurrently from a loading dock onto thetransport vehicle and vice versa. One technique to transport severalcontainers between the loading dock and the transport vehicle is atrolley that may travel on rails. Thus, the containers are loadedpallets on the loading dock, the trolley transports several containersonto the transport vehicle at one time, and the trolley is removed fromthe transport vehicle. Similarly, to remove the containers from atransport vehicle, the trolley travels into the transport vehicle andtransfers the containers to the loading dock, where the containers maythen be positioned for further handling.

An example of a system for transporting cargo is disclosed in U.S. Pat.No. 6,435,796 to Iversen. Iverson discloses trolley trains that maytravel on rails located on both the deck of a vessel to be loaded andcorresponding rails on a loading dock. The trolley trains include cargotrolleys having lifting and driving equipment for lifting cargo pallets,as well as a power trolley for propelling the trolley trains. Each ofthe cargo trolleys and power trolley are configured to be positionedunder load bearing or cargo platforms. The cargo trolleys include guidepins at the top of each trolley that mates with holes in the bottom ofthe individual platforms. Each of the cargo trolleys lifts each platformfrom the loading dock and travels along rails onto the vessel and issubsequently lowered such that securing elements are lowered intopositioning stands. Similarly, conical studs may be employed on theloading dock and/or on the cargo deck of the vessel that mate tocorresponding holes in the platform legs when the platform is lowered toensure correct platform positioning. Once the platform is lowered ontothe vessel, each of the trolleys may then be removed from the vessel,while the train of platforms and associated cargo remains on the vessel.Iversen further provides trolley locking arms that are brought intocontact with protruding platform locking arms such that as the trolleyis removed from the transport vessel, the platform locking arms arepivoted to a locking position. When the trolleys are transferred back tothe transport vessel, each of the platform locking arms are unlockedfrom the locking position so that the platforms and cargo may be removedfrom the transport vessel.

Thus, the Iversen patent provides trolleys for transporting a train ortrains of platforms supporting cargo between a loading dock and atransport vehicle. Despite these improvements, techniques for moreefficiently and effectively transporting cargo are required. Forinstance, a cargo handling system that is capable of handling standardISO containers is desired. ISO containers are designed to be handled andcarried almost exclusively by standard fittings located at the eachcorner of the rectangular container. In contrast to platforms andpallets designed for standard cargo systems, the bottom surface of theISO container is not smooth and is not load-bearing. For instance,conventional aircraft cargo handling systems that employ a series offloor-mounted rollers to allow pallets to be moved within the airplaneis not suitable for ISO containers.

Conventional cargo pallets and containers, such as those disclosed inIversen, are restrained within the transport vehicle by a system ofrails and locks that engage detents in the pallet or platform. Theseconventional systems (and variations on them) will not work with thegeometry of the ISO container. Systems used in ships, trucks, and trainsfor restraining ISO containers are designed to engage the ISO containeras it is lowered vertically from above. With respect to aircraft, thistechnique is unsuitable for aircraft that have no opening above thecargo deck such that loading from above and using existing restraintsystems is not possible.

Furthermore, conventional cargo handling systems that utilize palletsand platforms impose a large weight penalty for transport vehicles. Theweight penalty must take into consideration the weight of the cargohandling system as well as the additional weight of the vehiclestructure to support the cargo. Thus, a smaller weight penalty isdesired, such as for container-carrying aircraft, where excess weighthas a negative impact on fuel efficiency and aircraft operating cost.

It would therefore be advantageous to provide an improved cargo handlingsystem that is capable of transporting cargo into and within a transportvehicle. In addition, it would be advantageous to provide a cargohandling system that is effectively restrained within the transportvehicle. It would also be desirable to provide a cargo handling systemthat requires a reduced amount of time and workforce to load and/orunload the cargo into and/or out of the transport vehicle. It would befurther desirable to provide a cargo handling system that does notincrease the weight penalty on the transport vehicle, as well as acompact cargo handling system that reduces the size, weight, and surfacearea required to accommodate the cargo within the transport vehicle.

BRIEF SUMMARY OF THE INVENTION

The present invention addresses the above needs and achieves otheradvantages by providing a cargo handling system that is capable ofefficiently and effectively transporting cargo containers between aloading dock and a transport vehicle. The system is capable of providingaccurate alignment of the loading dock and transport vehicle. Inaddition, the system provides railcars that transport cargo containersbetween the loading dock and transport vehicle, as well as pylonspositioned within the cargo bay of the transport vehicle that operate toelevate the cargo containers so that the railcars may be removed fromthe transport vehicle. Thus, the railcars may be pre-loaded with cargocontainers on the loading dock such that an entire payload of cargocontainers may be simultaneously loaded onto the transport vehicle andvice versa. Moreover, the system provides a variety of mechanisms andsensors that ensure that the cargo containers are both aligned andadequately secured within the cargo bay of the transport vehicle.

In one embodiment of the present invention, a system for aligning aloading dock and a transport vehicle for loading and unloading cargo isprovided. The system includes a transport vehicle having a cargo bay,and a stationary loading dock including an end for coupling to the cargobay. The system also includes a mechanism that is operable to adjust theheight of the transport vehicle or the loading dock to align the loadingdock and the transport vehicle for loading and unloading of cargo.

In various aspects of the system, the mechanism includes a plurality ofactuators and sensors, wherein the sensors are capable of detectingdifferences in height between the loading dock and the transportvehicle, and the actuators are operable to adjust the height of theloading dock. The mechanism could also include landing gear and aplurality of sensors, where the sensors are operable to detect heightchanges of the transport vehicle, and the landing gear is operable toadjust the height of the transport vehicle in response to input from thesensors. Further, the mechanism may include a plurality of jacks locatedwithin the transport vehicle and operable to adjust the height of thetransport vehicle. The mechanism could alternatively include a pluralityof jacks located within an apron, wherein the apron is positioned belowthe transport vehicle, and the jacks are operable to adjust the heightof the transport vehicle.

Another embodiment of the present invention provides a system foraligning a loading dock and a transport vehicle for loading andunloading cargo. The system includes a loading dock having a pluralityof engagement members defined in an end of the loading dock, and atransport vehicle comprising a plurality of engagement members proximateto a cargo bay. The engagement members of the loading dock and transportvehicle are capable of engaging one another to align the cargo bay andthe end of the loading dock. In one aspect, the engagement members ofthe loading dock include a plurality of blades, and the engagementmembers of the transport vehicle include a plurality of slots. Theblades could be operable to engage the slots of the cargo bay to alignthe cargo bay and the end of the loading dock.

The present invention also provides a railcar for transporting cargocontainers. The railcar includes a chassis having opposed lateral edgesextending between first and second ends. In one embodiment, the chassisis approximately the length of a cargo bay of a transport vehicle, andthe distance between the opposed lateral edges is approximately thewidth of the cargo container. A plurality of pads are spaced along theopposed lateral edges of the chassis, wherein the pads are capable ofsupporting a cargo container. The railcar further includes a pluralityof registration members, wherein at least one of the registrationmembers extends outwardly from a respective pad and is capable ofengaging the cargo container. The railcar includes a plurality of wheelspositioned along the opposed lateral edges and between the pads, whereinthe wheels are capable of engaging a pair of rails and transporting therailcar along the rails.

In variations of the railcar, the cargo container includes a cornerfitting at each corner of the cargo container, and each registrationmember is capable of engaging a respective corner fitting. Each of theregistration members may be a tapered pin. The pads may be approximatelythe same size as a bottom surface of the corner fitting, and the padscould be positioned proximate to each of the first and second ends ofthe chassis and approximately midway between the first and second ends.Moreover, each of the pads could be operable to elevate the cargocontainer.

The railcar may further include a mechanism for propelling the railcaralong the rails. For example, the mechanism could be a winch coupled tothe railcar and a power source external to the railcar, a motor housedwithin the railcar and driven by a power source external to the railcar,or a motor housed within the railcar and driven by a power sourceinternal to the railcar.

In a further embodiment of the present invention, an apparatus forpositioning at least one cargo container within a transport vehicle isprovided. The apparatus includes a pylon having at least one slot andoperable to raise and lower the cargo container, and at least onerestraint pin positioned within the pylon and operable to extend andretract within the slot to engage and disengage the cargo container. Inone variation of the apparatus, each restraint pin includes a sensoroperable to determine whether the restraint pin is engaged or disengagedwith the cargo container.

In aspects of the apparatus, each of the restraint pins extendslaterally within a respective pylon and is capable of engaging a cornerfitting of the cargo container. Each restraint pin could include ahydraulic cylinder and hydraulic piston operable to extend and retractwithin the pylon. The pylon may be operable to raise and lower each ofthe restraint pins such that when each of the restraint pins engages acorner fitting, the pylon and restraint pins are capable ofcooperatively raising and lowering the cargo container. Similar to therestraint pins, the pylon may include a hydraulic cylinder for raisingand lowering each of the restraint pins and cargo container.Furthermore, the pylon may include a plurality of slots, wherein each ofa pair of slots is defined in opposed surfaces of the pylon. Eachrestraint pin may extend and retract within each of the pair of slots,and the slots could extend longitudinally within the pylon such thateach of the restraint pins may slide within the slots.

The present invention provides a system for cargo container handling.The system includes a transport vehicle having a cargo bay capable ofhousing a plurality of cargo containers. In one embodiment, thetransport vehicle is an aircraft having a swing nose for exposing thecargo bay. The system also includes a loading dock having an end forcoupling to the cargo bay and capable of supporting a plurality of cargocontainers. The system includes at least one railcar that is capable ofcarrying a portion of a cargo container or several cargo containersbetween the loading dock and cargo bay while traveling along railspositioned on the loading dock and within the cargo bay. In one aspectof the system, a plurality of rows of railcars are arranged in parallelon the loading dock, wherein each row of railcars includes a pluralityof interconnected railcars that are capable of loading and unloading aplurality of cargo containers to and from the transport vehiclesimultaneously. The system further includes a plurality of pylonspositioned along a floor of the cargo bay, wherein a predeterminednumber of pylons are cooperatively operable to elevate and lower a cargocontainer within the cargo bay. One embodiment of the system provides apylon positioned proximate to each corner along a bottom surface of eachcargo container, wherein each pylon is capable of engaging respectivecorner fittings of each cargo container.

Variations of the system recite that the cargo bay includes an upper andlower deck, wherein the loading dock comprises an upper and lower dockthat align with respective upper and lower decks of the cargo bay. Eachof the upper and lower docks of the loading dock is typically at leastas long as each of the upper and lower decks of the cargo bay. Thesystem preferably includes a plurality of ceiling locating pinsextending from the cargo bay that are capable of engaging respectivecorner fittings of a cargo container when the pylons elevate the cargocontainer. The ceiling locating pins are typically tapered and capableof being extended and retracted. In facilitate extension and retraction,the ceiling locating pins may include a spring-loaded or hydraulicmechanism.

Furthermore, the present invention provides a method for cargo containerhandling. The method includes loading a plurality of cargo containersonto a plurality of railcars, such as with an overhead crane, whereinthe railcars are arranged on a loading dock in a predeterminedconfiguration. The method includes positioning a cargo bay of atransport vehicle adjacent to a loading dock, which could includeadjusting the height of the loading dock or transport vehicle. Themethod also includes transporting the cargo containers with the railcarsfrom the loading dock and into the cargo bay, and elevating the cargocontainers within the cargo bay. The method further includes removingthe railcars from the cargo bay while the cargo containers are securedwithin the cargo bay in an elevated position.

In alternatives of the method, elevating includes extending a pluralityof restraint pins to engage respective corner fittings of the cargocontainers, wherein the restraint pins are positioned within a pluralityof respective pylons arranged on a floor of the cargo bay. The methodtypically includes elevating the cargo containers with the pylons whilethe restraint pins are engaged within the corner fittings. The methodcould include elevating the cargo containers such that a plurality ofcorner fittings of the cargo containers engage a plurality of ceilinglocating pins. Additionally, the method could include elevating thecargo containers with a plurality of pads positioned on each of therailcars.

The present invention provides an additional method for cargo containerhandling. The method includes positioning a cargo bay of a transportvehicle adjacent to a loading dock, and transporting a plurality ofrailcars from the loading dock and into the cargo bay. The method alsoincludes lowering a plurality of cargo containers onto the railcars,removing the railcars and cargo containers from the cargo bay, andremoving the cargo containers from the railcars. In one aspect of themethod, the method includes lowering the cargo containers with aplurality of pads positioned on the railcars, wherein the pads areoperable to engage and lower each of the cargo containers. In a furtheraspect, the method includes lowering the cargo containers with aplurality of pylons positioned along a floor of the cargo bay, whereinthe pylons are operable to engage and lower each of the cargocontainers.

BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWING(S)

Having thus described the invention in general terms, reference will nowbe made to the accompanying drawings, which are not necessarily drawn toscale, and wherein:

FIG. 1 is a perspective view of a loading dock and aircraft of a cargohandling system according to one embodiment of the present invention;

FIG. 2 is a perspective view of cargo being transported from the loadingdock into a lower deck of the aircraft of the cargo handling systemshown in FIG. 1;

FIG. 3 is perspective view of a corner of an ISO container according toone embodiment of the present invention;

FIG. 4 is a partial perspective view of a cargo bay illustrating holesfor receiving pins according to one embodiment of the present invention;

FIG. 5 is a partial perspective view of a loading dock showing pins forengaging the holes shown in FIG. 4 according to one embodiment of thepresent invention

FIG. 6 is a partial perspective view of a cargo bay illustrating bladesaccording to one embodiment of the present invention;

FIG. 7 is a partial perspective view of a loading dock showing slots forreceiving the blades shown in FIG. 6 according to one embodiment of thepresent invention;

FIG. 8 is a side view of a system for aligning a transport vehicle witha loading dock according to one embodiment of the present invention;

FIG. 9 is an enlarged side view of a jack employed with the system shownin FIG. 8;

FIG. 10 is an enlarged front view of the jack shown in FIG. 9 andemployed with the system shown in FIG. 8;

FIG. 11 is a perspective view of a railcar for transporting ISOcontainers according to one embodiment of the present invention;

FIG. 12 is an enlarged perspective view of railcar wheels, a pad, and atapered pin of the railcar shown in FIG. 11;

FIG. 13 is a partial perspective view of winch used to transportrailcars between a loading dock and a transport vehicle according to oneembodiment of the present invention;

FIG. 14 is a cross-sectional view of the winch shown in FIG. 13;

FIG. 15 is an enlarged perspective view of a pylon engaging an ISOcontainer according to one embodiment of the present invention;

FIG. 16 is a perspective view of a pylon having restraint pins in anextended position according to one embodiment of the present invention;

FIG. 17 is a perspective view of the pylon shown in FIG. 16 withrestraint pins in a retracted position;

FIG. 18 is a cross-sectional view of a pylon with restraint pins in aretracted position according to one embodiment of the present invention;

FIG. 19 is a cross-sectional view of the pylon shown in FIG. 18 with therestraint pins in an extended position according to one embodiment ofthe present invention;

FIG. 20 is a perspective view of the restraint pins in an extendedposition and a retracted position according to one embodiment of thepresent invention; and

FIG. 21 is a perspective view of a cargo port system according to oneembodiment of the present invention.

DETAILED DESCRIPTION OF THE INVENTION

The present invention now will be described more fully hereinafter withreference to the accompanying drawings, in which some, but not allembodiments of the invention are shown. Indeed, the invention may beembodied in many different forms and should not be construed as limitedto the embodiments set forth herein; rather, these embodiments areprovided so that this disclosure will satisfy applicable legalrequirements. Like numbers refer to like elements throughout.

Referring to FIGS. 1 and 2, a cargo handling system 10 according to oneembodiment of the present invention is shown. The cargo handling system10 generally includes a loading dock 12 that is aligned with a transportvehicle 14. Both the loading dock 12 and cargo bay 16 of the transportvehicle 14 include a series of parallel rails 18 that enable railcars 20to transport cargo containers 22 from the loading dock and into thecargo bay and vice versa. The cargo containers 22 are located on theloading dock 12 or within the transport vehicle 14 in one or morelongitudinal rows, on one or more decks or levels. As illustrated inFIG. 2, all of the cargo containers 22 positioned on the railcars 20located on the loading dock 12 may be transported into the cargo bay 16such that the entire cargo bay is capable of being loaded in one step.

As used herein, the cargo container 22 is preferably an ISO container asknown to those skilled in the art. ISO containers are typically standardsizes to allow for interchangeability and functionality within cargohandling systems. For example, typical ISO containers are 20 or 40 feetin length and 8 feet in width. FIG. 3 shows a corner fitting 24 of atypical ISO container, where each corner fitting includes three holes 26that are located at each of the eight corners of the ISO container. Theholes 26 facilitate handling of the ISO containers in the cargo handlingsystem 10, as will be explained in further detail below. Althoughreference has been made to specific dimensions and configurations of ISOcontainers, it is understood that the ISO containers could be varioussizes and configurations designed for a particular specification orapplication. In addition, although ISO containers are preferred for thecargo handling system 10 disclosed herein, it is understood that thecargo handling system is capable of handling various cargo containers22. Thus, the cargo containers 22 could be any suitable container fortransporting cargo and, for instance, the cargo containers could beplaced on pallets or a similar support device. As used herein, the cargocontainers 22 may be referred to generally as cargo, payload, or cargopayload, which could include a single cargo container or severalcontainers.

The transport vehicle 14, as shown in FIGS. 1 and 2, is an aircraft andcould be, for example, a ground effect aircraft as known to thoseskilled in the art. The aircraft includes a swing nose 28 that exposesthe cargo bay 16 of the aircraft and allows the floor of the cargo bayto be aligned with the loading dock 12. Thus, the swing-nose door 28opens to provide full-width and full-height access to the cargo bay 16.To onload or offload cargo containers 22, the aircraft mates its openforward fuselage with a loading dock 12. Examples of ground effectaircraft are disclosed in U.S. Pat. No. 6,547,181 entitled “GroundEffect Wing Having a Variable Sweep Winglet,” and U.S. Pat. No.6,848,650 entitled “Ground Effect Aircraft,” each of which is assignedto the present assignee and incorporated herein by reference.

Although the aircraft is shown having a swing-nose door 28 that openslaterally, it is also possible to load the aircraft through a swing-nosedoor that opens vertically, or through an aft cargo door or a similardoor as long as there is full-width access to the cargo bay 16. Theaircraft could also have a swing tail that swings open to access thefuselage from the rear of the aircraft, or a wing door or tip that couldswing open. Furthermore, although reference is made herein to groundeffect aircraft, it is understood that the transport vehicle 14 could beany suitable vehicle having the capability of transporting cargocontainers 22. For example, the transport vehicle 14 could be a ship,train, or truck having suitable capacity and transportation capabilitiesfor accommodating and transporting the cargo containers 22. Similarly,although reference is made to a “cargo bay” 16, the cargo bay should notbe limited to aircraft, as the cargo bay may be any suitable bay or deckwithin a transport vehicle 14 that is capable of receiving cargocontainers 22 from railcars 20. Furthermore, although FIGS. 1 and 2illustrate a transport vehicle including two decks within the cargo bay16, it is understood that the cargo bay may have one or more decks.

The loading dock 12 is preferably stationary and is approximately thesame width as the floor of the cargo bay 16. The loading dock 12 islocated at the boundary between the transport vehicle 14 area (taxiway)and the cargo handling area. One end of the loading dock 12 mates to thetransport vehicle 14 such that the full width of the cargo bay 16 isjoined to the full width of the loading dock. The elevation of theloading dock 12 is preferably equal to the elevation of the floor of thecargo bay 16, and the surface of the loading dock is approximatelyparallel to the floor of the cargo bay. As used herein, the loading dock12 is geographically stationary. Thus, the loading dock 12 is notsignificantly mobile, aside from the adjustments that may be required toproperly align the loading dock and the transport vehicle 14 (describedbelow). Although the loading dock 12 is preferably stationary, it isunderstood that the loading dock could be mobile for various cargohandling systems.

The loading dock 12 has as many levels or decks as the transport vehicle14 (the upper loading dock is omitted in FIGS. 1 and 2 to provide aclearer view of the cargo bay 16). Each loading dock level is co-planarwith its respective aircraft cargo floor. Each loading dock 12 levelalso has two or more rails 18 per row of cargo containers 22. The rails18 on the loading dock 12 are coaxial with the rails inside thetransport vehicle 14 such that railcars 20 ride on the rails between theloading dock 12 and the cargo bay 16. In addition, the cargo containers22 are oriented longitudinally and parallel to the longitudinal axis ofthe loading dock 12 and the transport vehicle 14, although the cargocontainers could be oriented in other directions for other applications.The loading dock 12 is preferably of sufficient length that the fulllength of the cargo containers 22 can be brought out onto the loadingdock simultaneously or substantially at the same time. Preferably, thisfull length is accessible from above for transfer to other transportmodes.

As described above, the loading dock 12 may have more than one level ofdocks, where each level corresponds to each level of a transport vehicle14 having more than one cargo deck in the cargo bay 16. In a multiplelevel loading dock 12, the highest level would be approximately as longas the transport vehicle 14 cargo deck. The next lower level of theloading dock 12 would pass below this upper deck to an area open fromabove, also approximately as long as the aircraft cargo deck (thus thelower dock would be approximately twice as long as the upper dock).Providing loading docks 12 and cargo decks of the same length enable theentire payload of cargo containers 22 to be unloaded and loaded in asingle operation. FIG. 21, which is described below, illustrates adouble-level loading dock 12 and a double-deck cargo bay 16.

The loading dock 12 provides several functions in the cargo handlingsystem 10. For instance, the loading dock 12 provides a location forcargo containers 22 to be arranged (or staged) in the correct order andorientation. This staging permits the cargo containers 22 to be broughtto the loading dock 12 with less urgency with respect to timing sincethe transport vehicle 14 is not required to wait during the process ofstaging the cargo containers on the dock. In addition, the loading dock12 provides support and guidance for the railcars 20 described below.The loading dock 12 can be aligned with the transport vehicle 14 formore easily transporting cargo containers 22 between the loading dockand the transport vehicle. Moreover, the loading dock 12 provides alocation for cargo containers 22, recently removed from the transportvehicle 14, to be transferred or distributed to other transport modes.Therefore, the combination of staging the cargo containers 22 on theloading dock 12 and providing a location for subsequent distributionenables a more rapid unloading of the transport vehicle 14 to befollowed by a less urgent removal of the loads from the dock. As aresult, the time required for the transport vehicle 14 to be grounded isreduced, which results in increased utilization of the transportvehicle.

There may be instances where the loading dock 12 does not properly alignwith the floor of the cargo bay 16, which results in problems inalignment of the rails 18 and transporting the railcars 20 between theloading dock and the cargo bay. The landing gear system of a transportvehicle 14 has a suspension system that provides for wheel deflectionfor changes in force. As the weight of the transport vehicle 14 varies,it may be that the height of the transport vehicle varies, disturbingthe precise alignment between the transport vehicle and the loading dock12. Various techniques may be employed to adjust the height of theloading dock 12 or transport vehicle 14, or mechanisms may be utilizedto ensure the loading dock and cargo bay are properly aligned.

For instance, the loading dock 12 may be positioned on a system ofactuators that are controlled by sensors. As the height of the transportvehicle 14 varies with load, sensors detect this change and direct theactuators to maintain the height relationship between the loading dock12 and transport vehicle. In addition, the extension of the landing gearof the transport vehicle 14 may be variable and under the control ofsensors. As the height of the transport vehicle 14 varies with load,sensors detect this change and direct the landing gear to maintain theheight relationship between the loading dock 12 and the transportvehicle.

Another technique employs a series of engagement members to align andmechanically connect the transport vehicle 14 and loading dock 12 and isillustrated in FIGS. 4 and 5. Variations in transport vehicle 14 loadfrom the container payload are compensated by the load imposed by themechanical connection to the loading dock 12. For example, pins 27 maylock the forward end of the transport vehicle 14 to the loading dock 12so that at least the nose end of the transport vehicle aligns with theloading dock. The pins 27 could be a series of fixed tapered pins thatprotrude from the mating face of the transport vehicle 14. The pins 27fit into fixed tapered holes 25 in the mating face of the loading dock12 such that small errors present in the pre-alignment phase areaccommodated by the tolerance of the smaller tip of the tapered blade inthe larger end of the tapered slot. Alignment compliance is providedlaterally primarily by flexibility in the landing gear tires of thetransport vehicle 14, while vertical compliance is provided by landinggear suspension travel, or by an active system such as described herein.

Alternatively, the loading dock 12 may include blades 29 that engageslots 31 in the transport vehicle 14, as shown in FIGS. 6 and 7. As thetransport vehicle 14 mates with the loading dock 12, engagement of thetapered blades 29 and slots 31 forces alignment between the vehicle andthe dock. The length of the slots 31 is greater than the length of theblades 29 to allow for vertical adjustment of the loading dock 12 and/ortransport vehicle 14. Thus, a loading dock 12 incorporating slots 31would enable vertical adjustment of the transport vehicle 14 includingblades 29 using mechanisms such as mechanical jacks 33, as describedbelow. An alternative system could use a series of movable pins orplates attached to the loading dock 12 that engage the transport vehicle14 and are then moved such that the transport vehicle is brought intoalignment with the loading dock.

Furthermore, the apron beneath the docked transport vehicle 14 mayincorporate a series of extensible mechanical jacks 33 that raise thetransport vehicle to extend the landing gear 35 so that the verticallocation of the transport vehicle is independent of load. Thus, thetransport vehicle 14 rests firmly on the jacks 33 but may also besupported by the landing gear 35. FIG. 8 illustrates that a series ofjacks 33 are arranged within the apron adjacent to a docked transportvehicle 14. The jacks 33 are generally positioned between the wheels ofthe landing gear 35, although the jacks could be positioned at variouslocations on the underside of the transport vehicle 14. FIGS. 9 and 10demonstrate that each jack 33 includes a hydraulic piston and rod 37that operates in conjunction with a hydraulic cylinder 39. Hydraulicfluid is provided in lines 41 such that forcing fluid within thecylinder 39 causes the piston and rod 37 to exert a force on theunderside of the transport vehicle 14. Similarly, withdrawing fluid fromthe lines 41 and cylinder 39 causes the piston and rod 37 to reduce theforce on the transport vehicle 14, causing the height of the transportvehicle to be reduced. As a result, the cooperation of the jacks 33causes height adjustment of the landing gear 35 when required to alignthe cargo bay 16 with the loading dock 12. Thus, the jacks 33 may besimilar in concept to the hydraulic hoists used in automobile repairshops. Incorporating the jacks 33 into the apron is preferred because itimposes little weight or structural penalty on a transport vehicle 14,such as an aircraft, and provides more precise registration independentof cargo load or wind condition. In another aspect of the presentinvention, the transport vehicle 14 may incorporate a series ofmechanical jacks that extend from the transport vehicle to raise thetransport vehicle to extend the landing gear so that the verticallocation of the transport vehicle is independent of its weight or otherexternal factors, such as wind.

The upper surface of the loading dock 12 is approximately planar andlevel. The surface is defined principally by a series of parallel rails18 that guide the railcars 20. These rails 18 provide vertical supportand lateral restraint while permitting longitudinal motion. Thecross-sectional configuration of the rail 18 may be any suitableconfiguration for guiding the railcars 20. At least one rail 18 is usedfor each longitudinal line of cargo containers 22 and row of railcars20. Two rails 18 provide restraint in the railcar 20 roll axis, and thepitch attitude of the railcars is constrained by longitudinal spacing ofthe rail car wheels 30. Yaw attitude of the railcars 20 is constrainedby the engagement of the wheels 30 with the rails 18 and thelongitudinal spacing of the wheels. It is not essential that the uppersurface of the loading dock 12 include any more structure than the rails18, however, it may be advantageous to fill in the upper loading docksurface between the rails to provide a walking surface for attending tothe cargo containers 22 or railcars 20. Moreover, the railcars 20typically roll only on straight rails 18, although there may besituations when curved rails are advantageous, such as when a facilitywishes to consolidate numerous cargo handling systems at a singlelocation.

As described above, railcars 20 support and transport the cargocontainers 22 between the loading dock 12 and the cargo bay 16. Eachrailcar 20 is about the same width as the container, while the railcarmay be various lengths. The railcar 20 can be as long as the entireaircraft cargo bay 16, or some integer multiple or fraction of thelength of the cargo container 22 spacing within the cargo bay. Thedesign of 20-ft and 40-ft ISO containers is such that two 20-ftcontainers fit within the space of a 40-ft container with a small gapbetween them. The spacing of ISO containers within the cargo bay 16 issuch that 20-ft and 40-ft containers can be located at 20-ft intervals.For instance, a single railcar 20 could carry four 20-ft ISO containersat the correct spacing, or two 40-ft ISO containers. Or, a singlerailcar 20 could carry only one-half of a 20-ft ISO container so thattwo railcars would be required to carry a single 20-ft container. In theevent that more than one railcar 20 is needed to load an entire row ofcargo containers 22 into the transport vehicle 14 (the railcar isshorter than the cargo area), the railcars may be connected to form a“train” of railcars. Furthermore, the railcar 20 is designed to carrythe cargo containers 22 at a low height above the floor of the cargo bay16. Traveling at a low height permits a cargo volume that is low inheight, saving transport vehicle size, weight, and surface area.

As shown in FIGS. 9 and 10, the railcars 20 roll on wheels 30 thattravel within rails 18 on the loading dock 12 and in the transportvehicle 14. The wheels 30 are constrained by their cross-sectional shapein conjunction with the cross-sectional shape of the rails 18 so thatthe wheels cannot move laterally. The wheels 30 are connected to arailcar chassis 32 such that the wheels may rotate about their axes andsuch that the load imposed on the wheels by the rails 18 are transferredinto the chassis. One or more wheels 30 is located at least near thefour corners of the chassis 32, which provides the railcar 20 and itspayload with stability in the roll (tip-over), pitch, and yaw axes. Therailcar 20 shown in FIG. 11 includes groups of four wheels 30 spacedalong each lateral edge of the railcar, but only a single wheel isrequired to be located near each corner of each railcar. Thus, anynumber of wheels 30 may be employed with the railcar 20, and it ispossible to interconnect railcars so that a pair of wheels is sharedbetween two railcars. However, in order for the railcars 20 to carrysufficient payload weight, numerous wheels may be required. The railcars20 are configured to carry the cargo containers 22 at a low height abovethe floor of the cargo bay 16, and the wheels 30 must fit between therails 18 and the bottom of the cargo containers. For these reasons, thewheels 30 are preferably small in diameter.

Although the wheels 30 have been referred to herein as being connectedto a chassis 32 of a railcar, it is understood that the wheels could bearranged within the rails 18 of both the loading dock 12 and cargo bay16. Thus, the railcars 20 or pallets could include rails 18 or tracksthat ride along and engage wheels 30. Additionally, the railcars 20 orpallets could simply ride along the wheels 30 located on the loadingdock 12 and cargo bay 16 such that rails or a similar track is notrequired.

The chassis 32 supports each cargo container 22 vertically at the fourlower corners of each container with pads 34, as depicted in FIGS. 11and 12. The pads 34 are approximately level (parallel to the loadingdock) and are of the same approximate size as an ISO container cornerfitting 24 as shown in the top view of FIG. 3. Preferably, the wheels 30are located near pads 34 (described below) in order to provide anefficient, strong, and rigid load path between the payload and thewheels. As shown in FIG. 11, pads 34 may be positioned proximate to eachof the four corners of the chassis 32 and approximately midway along thelateral edges of the railcar 20. However, it is understood that FIG. 11is exemplary and that various numbers of pads 34 may be employed withthe railcar 20 and still be within the scope of the present invention.

Lateral and longitudinal restraint of the cargo container 22 is providedby vertical registration pins 36 extending from the pads 34 that engagethe standard hole 26 in each corner fitting 24 in the bottom face of theISO container. As shown in FIG. 12, the registration pins 36 may betapered to provide precise alignment when loading the cargo container 22onto the railcar 20 while allowing for some misalignment in the initialmating process. FIG. 11 demonstrates that each pad 34 includes a singleregistration pin 36 extending therefrom. However, a single pad 32 mayinclude more than one registration pin 36. For instance, FIG. 11 showsthat the pads 34 positioned approximately midway along the lateral edgesof the railcar 20 include a pair of registration pins 36. The pads 34are approximately twice as long as the pads positioned at the corners ofthe chassis 32. Thus, the railcar 20 shown in FIG. 11 could accommodatea pair of ISO containers arranged in series on the chassis 32.

It is understood that the registration pins 36 are not meant to belimiting, as there could be various registration members employed toengage the cargo container 22. For example, each pad 34 at a respectivecorner of the railcar 20 could include a flange extending therefrom thatengages the outer corner faces of the corner fitting 24. Thus, theflange could extend vertically and slightly outboard to funnel the cargocontainer 22 to the pads 34 and onto the railcar 20. Moreover, eachlateral edge of the flange could include a notch to clear restraint pins40 or other mechanisms that engage the corner fittings 24 and raise thecargo container 22, as described in greater detail below.

The railcars 20 load and unload containers from the transport vehicle14. To overcome inertia, friction, and gravitational force arising fromslight grades in the loading dock 12 or floor of the cargo bay 16, amechanism for propelling the railcar may be required. Several techniquesmay be utilized to propel the railcar 20. For instance, an externalwinch, internal motor with external power, internal motor with internalpower, or any other suitable technique known to those skilled in the artcould be employed.

FIGS. 13 and 14 illustrate an external winch, which operates in asimilar manner to a cable-car street trolley or ski lift gondola. Drive56 and return 58 cables extend the length of the loading dock 12 andbetween drive 60 and return 62 pulleys to form a loop or may be gatheredat either end on spools. The forward end (towards the front of thetransport vehicle 14) of the most-forward railcar 20 includes a bowsprit64 that extends a few feet beyond the end of the railcar. The tip of thebowsprit 64 is fixed to the drive cable 56, and the drive cable isexposed on the surface of the loading dock 12. This forward-most railcar20 can be attached to all of the other railcars in a row by a mechanicalcoupling. Thus, motion of the drive 56 and return 58 cables can betransferred to the entire row of railcars 20. The bowsprit 64 enablesthe railcar 20 to enter the transport vehicle 14 without extending thecable drive into the transport vehicle. Each of the drive 56 and return58 cables may be driven by a drive motor 66. The drive motor 66 could bean electric motor or engine, which may include a brake. The drive cable56 can be driven toward or away from the transport vehicle 14 and may behidden beneath the floor of the loading dock 12. In this case, thebowsprit 64 engages the drive cable 56 through a slot in the floor ofthe loading dock 12.

Furthermore, each railcar 20 can be driven by an electric motorconnected to one or more of the railcar's wheels 30. This motor can bepowered by an external source by an umbilical cable or by contact with aconducting element as used in many electric trains and trolleys. Eachrailcar 20 could also be driven by an electric or combustion enginepowered by an onboard source of energy such as a battery or fuel tank.

When the railcar 20 moves into the cargo bay 16, the position of therailcar must be well aligned with pylons 38 (described below) arrangedon the floor of the cargo bay 16 to ensure proper engagement between thepylons and the ISO containers. If multiple railcars 20 are arranged in arow, the dimensions and coupling of the railcars are such that allrailcars are aligned if any one railcar is aligned. Numerous ways toprovide alignment of a single railcar 20 are possible and may be dividedinto “open loop” and “closed loop” systems.

An open-loop system has no feedback between the airplane cargo handlingsystem and the propulsion means. This open-loop system is possible foruse with an external winch system because of the precise registration ofthe transport vehicle 14 and loading dock 12. This open-loop systemwould drive the series of railcars 20 between two precise stops (in andout), where the stops could be adjusted to provide fine-tuning duringservice.

A closed-loop system uses a sensor that measures the displacement of therailcar 20 from its intended location. This displacement is fed back tothe railcar 20 propulsion system to indicate what direction and how farthe railcar should move. One embodiment of such a closed-loop systemcould incorporate an optical sensor mounted to one of the pylons 38. Thesensor could read dedicated markings on the relevant railcar 20 that arecoded to indicate positioning of the railcar. Such closed-loop systemsare well understood by those skilled in the art of motion control, andnumerous additional feedback systems to control the railcar 20 positionare feasible.

The transport vehicle 14 includes a cargo bay 16 that is capable ofstoring and securing cargo containers 22 therein. The general concept ofthe cargo bay 16 is to provide rapid, straight-in loading; rapidtransfer between the railcars 20 and the transport vehicle 14; andsecure restraint of the cargo containers 22 within the transportvehicle. The floor of the cargo bay 16 has a series of parallel rails 18that are coaxial with the rails on the loading dock 12. The rails 18 inthe cargo bay 16 support and guide the railcars 20 traveling into andout of the cargo bay. Because rails 18 are provided on the floor of thecargo bay 16 for transporting the railcars 20, and pylons 38 are used tosupport the cargo containers 22 within the cargo bay, additionalflooring within the cargo bay is optional. However, a floor in the cargobay 16 enables crew to walk between the cargo containers 22 forinspection, service, fire-fighting, and so forth. Therefore, a floorwithin the cargo bay 16 spanning between the rails 18 provides increasedfunctionality and safety, as well as stabilizing the rails laterally.With respect to aircraft, the floor provides a shear web to transferlongitudinal loads from the pylons 38 to the fuselage sidewalls of thetransport vehicle 14, as well as a seal between the landing gear baysand the cargo bay 16 during flight, especially when the landing geardoors are open.

FIG. 1 illustrates that the floor of the cargo bay 16 includes a seriesof pylons 38 arranged in rows and positioned proximate to the rails 18.FIG. 15 illustrates an enlarged view of a single pylon 38. Each cargocontainer 22 is supported by four pylons 38, one at each corner. Eachpylon 38 supports one to four cargo containers 22, depending on thelocation of the pylon. In the middle area of the floor of the cargo bay16 (i.e., between rails 18 and between leading and trailing cargocontainers 22), each pylon 38 is capable of supporting four cargocontainers 22, one in each quadrant.

The pylons 38 are preferably attached to the floor of the cargo bay 16.Each pylon 38 is approximately a rectangular solid and fits between therows of cargo containers 22 or outboard of the outboard rows of cargocontainers. A pylon 38 is located at approximately 20-foot spacing alongthe length of the floor of the cargo bay 16, which corresponds to theapproximate 20-foot length of the smaller ISO containers. The transportvehicle 14 may also carry 40-foot ISO containers that would requireevery-other pylon. The width of the pylons 38 is slightly less than thespacing between the cargo containers 22. The pylon 38 may slide or rollalong a vertical or linear track for aligning with the cargo containers22, and the pylon may be guided and constrained by a linkage system thatmaintains the vertical orientation of the pylon over its required rangeof motion. The orientation adjustment may be driven by a number ofactuators including a hydraulic cylinder or jackscrew.

In addition to supporting the cargo container 22, the pylon 38 alsoserves to lift the containers off of the railcars 20 during loading andlower them during unloading. One embodiment of an actuator of the pylon38 for the cargo containers 22 is shown in FIGS. 16 and 17. The liftingmechanism includes a hydraulic cylinder 42 attached to support arms 46that supports a tray 44 and one or more restraint pins 40. Each of therestraint pins 40 includes a bracket 47 that is attached to the tray 44,such that movement by the hydraulic cylinder 42 transfers force throughthe support arms 46 and tray and to the restraint pins. Each of brackets47 includes a hole to enable the ends of the restraint pins 40 to extendand retract within the pylon 38. FIG. 15 demonstrates that slots 52 areprovided in opposed surfaces of the pylons 38 to allow the ends of therestraint pins 40 to slide within the slots when the hydraulic cylinder42 lifts and lowers the pylon. Thus, the restraint pins 40 may not onlyextend laterally and horizontally through the pylon but also movevertically within the pylon. Raising the cargo containers 22 may be doneby raising the pylon 38 as a whole as described above, or by fixing thepylon and raising the restraint pins 40 during or after extension of therestraint pins. Such compound motion of the restraint pin 40 may beaccomplished with a variety of mechanisms.

For example, FIGS. 18 and 19 illustrate a mechanism that may extend arestraint pin 40 both laterally and vertically to engage a cornerfitting 24 of a cargo container 24. The restraint pin 40 is coupled to ahydraulic cylinder 42 or similar mechanism, while the actuator isattached to the pylon 38 through hole 72. The restraint pin 40 isconstrained between an upper guide 68 and a lower guide 70 such thatwhen the hydraulic cylinder 42 is actuated, the restraint pin travelsbetween the upper and lower guides. FIG. 18 depicts the restraint pin 40in a retracted position, while FIG. 19 shows the restraint pin in anextended position. In the extended position, the restraint pin 40 isconfigured to engage a corner fitting 24 of a cargo container 22. Thus,the pylon 38 is capable of moving the restraint pin 40 verticallybetween the upper 68 and lower 70 guides, as well as horizontally in thehole 26 of the corner fitting 24. As a result, the cargo container 22 isdisplaced vertically through the cooperation of the extended restraintpins 40 at each of the corner fittings 24.

Moreover, the railcar 20 may incorporate a mechanism to raise the cargocontainer 22 relative to the rails 18. This may be done with an actuatorbetween the wheel 30 axles and the chassis 32, or by an actuator betweenthe chassis and the support pads 34. Various types of mechanisms wellknown by those skilled in the art could be employed. For example, themechanism could include a linkage to guide and constrain the relativemotion between the moving components and an actuator to provide therequired force. Providing a mechanism on the railcar 20 to elevate thecargo container 22 permits the pylons 38 to be lighter and less complexsince the pylons would not be required to elevate the cargo container.

The pylons 38 connect to respective corner fittings 24 of ISO containerswith restraint pins 40, where the number or restraint pins correspondsto the number of cargo containers 22 that it supports. The restraint pin40 can be retracted into the pylon 38 so that it does not project beyondthe side surface of the pylon, as shown in FIG. 17. Retracting therestraint pins 40 allows the cargo containers 22 to be readily removedfrom the cargo bay 16 or transported into the cargo bay and proximate tothe pylons 38. The retracted restraint pin 40 can also be extendedlaterally (See FIG. 16) from the side of the pylon to engage the cornerof the ISO container through the hole 26 in the side of the cornerfitting 24, as shown in FIG. 15. The restraint pin 40 is subjected tovertical and longitudinal loads from the cargo container 22 andtransfers these loads to the pylon 38. Lateral loads are transferred bydirect contact between the ISO container corner fitting 24 and thelateral face of the pylon 38. Thus, lateral loads are transferred inonly one direction. For instance, a force that tends to move a cargocontainer 22 to the left will only load the left hand pair of pylons 38.Rotation of the cargo container 22 is resisted by a combination oflongitudinal, lateral, and vertical forces within the four pylons 38supporting the cargo container.

Numerous mechanisms are possible to extend and retract the restraint pin40. For instance, sliding motion of the restraint pin 40 may be directlydriven by a hydraulic, electromechanical, or similar actuator or by anactuator in cooperation with a linkage. FIG. 20 illustrates a restraintpin 40 having a hydraulic cylinder 48 and hydraulic piston 50 thatcooperate to extend and retract the restraint pins. In addition, rotary,rather than sliding, motion may be feasible to actuate the restraintpins 40.

Each restraint pin 40 would be equipped with a sensor or switch thatprovides an indication of the restraint pin position to the pilot orloadmaster. Therefore, for safety, the sensors ensure that the cargocontainers 22 are truly restrained while being transported by thetransport vehicle 14. Similarly, the sensors ensure that all restraintpins 40 are withdrawn from the cargo containers 22 before attempting toextract the containers with the railcars 20 from the transport vehicle14.

Once the cargo containers 22 are loaded into the transport vehicle 14and the railcars 20 are withdrawn, it may be advantageous to leave thecargo containers in the elevated position. The restraint pins 40 and/orpylons 38 could be employed to elevate the cargo containers 22. Thus,the restraint pins 40 and/or pylons 38 could maintain the elevation ofthe cargo containers 22 without requiring significant actuator force,which reduces the probability of an actuator leak or other failure inrestraining the cargo containers. In the elevated position, the railcars20 may be readily moved into and out of the cargo bay 16 for subsequentloading and unloading of cargo containers 22. Furthermore, elevating thecargo containers 22 eliminates the need for a pallet or similar platformto remain with the cargo containers as the containers are completelyrestrained at the corner fittings 24. Accordingly, eliminating palletsand platforms reduces weight on the transport vehicle 14, which isparticularly advantageous for aircraft where the weight penalty issignificantly reduced.

As described above, ISO containers are equipped with load-bearing cornerfittings 24 at all eight corners, and each of these fittings hasengagement holes 26 in all three external faces. The vertical motion ofthe pylons 38 to raise the cargo containers 22 off of the railcars 20provides the opportunity to simultaneously engage the containers' uppercorner fittings 24 with locating pins mounted to the ceiling of eachlevel of the cargo bay 16. Uniform dimensions of ISO containersfacilitate registration of the locating pins into the holes 26 of thecorner fittings 24. This additional restraint is advantageous inreducing the loads on the floor-mounted pylons 38. Particularly in thecase where a cargo bay 16 is two or more cargo containers 22 high, theforces on the pylons 38 that result from lateral and longitudinaltipping can be high. By also restraining the cargo containers 22 fromthe ceiling with locating pins, the tipping moments can be resisted overa much longer couple, greatly reducing restraint forces.

In one embodiment of the present invention, the ceiling of the cargo bay16 includes upper restraints having pads with tapered locating pins. Thelocating pins are positioned to engage the cargo containers 22 as thecontainers are raised. To accommodate cargo containers 22 of differentlengths, the locating pins could be retractable, using a mechanismsimilar to the restraint pin 40 extension mechanism in the pylons 38, orthe locating pins may be spring-loaded so that they may retract underpressure but engage when aligned with a hole 26 of a corner fitting 24.Therefore, locating pins that correspond to the corner fittings 24 ofthe cargo containers 22 will retract when a longer cargo container isloaded within the cargo bay 16 since the intermediate pins wouldotherwise conflict with the body of the cargo container.

The steps for loading and unloading cargo containers 22 from a transportvehicle 14 includes loading cargo containers onto railcars 20 from abovewhile the railcars are on the loading dock 12. The railcars 20 arerolled into the cargo bay 16 of the transport vehicle 14 so that thecargo containers 22 align with the pylons 38 on each lateral side of thecontainers. The pylon restraint pins 40 are extended to engage theoutboard side of the lower corner fittings 24 of each cargo container22. The pylon 38 is raised vertically a few inches by a mechanism untilthe cargo containers 22 are lifted off of the railcars 20. The railcars20 are extracted from the transport vehicle 14, which completes theloading sequence.

The transport vehicle 14 is unloaded in the reverse of the loadingprocess. After docking, empty waiting railcars are rolled into the cargobay 16 beneath the cargo containers 22. The pylons 38 are lowered sothat the cargo containers 22 rest on the railcars 20. The pylonrestraint pins 40 are withdrawn from the corner fittings 24. Therailcars (with cargo containers 22 aboard) are withdrawn from thetransport vehicle 14. The empty transport vehicle 14 is now free todepart or may wait for a new load of cargo containers 22. The cargocontainers 22 are subsequently removed from the railcars 20 from aboveby a crane or similar device.

FIG. 21 illustrates a cargo port system 100 that could be employed withthe cargo handling system 10 described above. Cargo containers 22 arepositioned on one or more loading docks 12 in preparation for loadinginto a transport vehicle 14 along a longitudinal axis. The cargocontainers 22 are brought to the loading dock 12 laterally via one ormore overhead cranes 102. The cranes 102 transfer the cargo containers22 from one or more rows of trucks 104 on one side of the loading dock12 or from one or more rows of railroad cars 106 on the other side ofthe dock. The overhead crane 102 uses a moving element that can carryone or more cargo containers 22 at the same time in order to speed loadtransfer.

The basic module of the cargo port system 100 is shown in FIG. 21 for anaircraft transport vehicle. The basic components, each of which aredescribed below, of the cargo port system 100 includes an airplane ramp134, loading dock 12, optional railway 106, truck loading 122, queuing124, and waiting areas, transfer area 116 and storage area 120. Thecomponents can be repeated indefinitely to provide greater airportcapacity. The module can also be mirrored so that the storage area 120can be between, and serve, two loading docks 12. As such, the cargo portsystem 100 depicted in FIG. 21 is not meant to be limiting, as there arevarious configurations and combinations of components that may beemployed with the present invention. In addition, although FIG. 21illustrates an aircraft in the cargo port system 100, it is understoodthat the cargo port system is adaptable for other transport vehicles 14,such as ships, railroads, or trucks.

The overhead cranes 102 extend beyond the truck side of the loading dock12 to a transfer area 116. Loads from the loading dock 12, trains 106,or trucks 104 can be moved laterally to the transfer area 116. From thistransfer area 116, a storage crane 114 can pick up the cargo containers22 and move the containers to a precise location in the storage area120. The storage crane 114 can also move the cargo containers 22laterally across and beyond the storage area 120 to an oppositecontainer transfer area where the containers may be picked up by thenext dock's overhead crane. In this way, loads can be transferred fromone loading dock 12 to another without the use of surface vehicles suchas “yard trucks.”

The truck loading area 122 is parallel and adjacent to the loading dock12. In this position, one or more rows of trucks 104 can be loaded orunloaded from the overhead crane 102. The truck queuing area 124 feedsinto the truck loading area 122, where trucks 104 enter the queuing areafrom a truck waiting area. Computer-controlled planning and signalingare utilized to instruct the trucks 104 when to leave the waiting areaand which lane of the queuing area 124 to enter so that they may pick upa specific cargo container 22 or may drop off a container to a specificlocation on the loading dock 12.

The railroad loading area 126 is one or more rail spurs adjacent to theone loading dock 12 on the opposite side from the truck loading area122. The overhead dock crane 102 moves cargo containers 22 from theloading dock 12, truck 104, or transfer area 116 to the railroad cars106. ISO containers are typically carried two-high on special railroadcars 106. The ISO containers are lifted off one layer at a time by adock crane 102 or train crane 128. The train of railroad cars 106 istypically much longer than the loading dock 12, and the extent of therailroad loading area 126 is constrained by the presence of thetransport vehicle 14. Railroad cars 106 positioned adjacent to theloading dock 12 are capable of being loaded with cargo containers 22directly from the overhead crane 102 that serves the dock. To reachrailroad cars 106 that are located out of reach of the overhead cranes102, a short “shuttle train” could be used to transfer the cargocontainers 22 from the loading dock 12 to the length of the train.Separate train cranes 128 then take the cargo containers 22 off theshuttle train and place it on the longer, waiting railroad cars 106. Therailroad cars 106 may also be served directly by trucks using a loadingarea adjacent to the railroad rails on the opposite side from theloading dock. This loading area is not shown in the illustrations, butits presence is implied by the cantilevered elements of the train cranes128.

As described briefly above, overhead loading cranes 102 and storagecranes 114 are used to transfer loads of cargo containers 22 to and fromvehicles and the loading dock 12, and to and from the load transfer area116 and storage area 120. The crane 102 is a large structure including afixed frame and a moving element that is connected to the containerloads. The frame includes horizontal beams 108 and vertical frames 110.The vertical frames 110 contain coplanar wheels that permit longitudinalmotion, where longitudinal motion is parallel to the longitudinal axisof the transport vehicle 14 and loading dock 12. The horizontal beams108 form tracks for the lateral movement of a moving element 112.

The moving element 112 includes a chassis that runs on the horizontalbeams 108 of the frame. A fixture is attached to the chassis viacontrollable-length cables that permit the fixture to move vertically.The fixture is equipped with devices that can connect to one or morecargo containers 22 at a time. The combination of movement provided bythe longitudinal motion of the frame, the lateral motion of the movingelement 112, and the vertical motion of the fixture enable the cargoport system 100 to pick up, move, and place cargo containers 22three-dimensionally. The moving element 112 is driven by a motor orengine to overcome inertia, drag, wind forces, and other forcesresisting motion. One or more brakes may be used to slow, stop, or holdthe moving element 112.

The fixture is connected by cable to winches located within the movingelement 112. The fixture can hold one or more cargo containers 22 byengaging the top four corner fittings 22 found in all ISO containers.The fixture is compatible with 20 and 40-foot ISO containers used in thetransport vehicle 14. The transport vehicle 14 can accommodate fivecargo containers 22 laterally, and the fixture can carry five 40-footISO containers or 10 20-foot ISO containers. However, it is understoodthat the transport vehicle 14 and fixture may accommodate one or morecargo containers 22 laterally in additional aspects of the presentinvention. The mechanisms to winch and engage the cargo containers 22are known to those skilled in the art. The winches are typically poweredby motors or engines to overcome gravitational and inertial forces, andone or more brakes are employed at each winch to slow, stop, or hold thewinch.

Each of the three axes of motion of the crane 102 is provided withposition sensors so that the position of the cargo containers 22 orfixture is known with sufficient precision. Numerous ways of sensing theposition are possible such as, for example, Global Positioning System(GPS), optical position sensing, laser range finding, and othertechniques known to those skilled in the art of motion control.

The motion of each of the three axes is controlled by a computer systemwith guidance from an operator. Destination and pathway inputs drive thecomputer to move the cargo containers 22 or fixture. Feedback from theposition sensors assures sufficiently precise motion. Communication withother cranes 102 in the system 100 assures that collisions betweencranes or cargo container 22 loads are avoided. The control computerreceives planning information so that the computer may determine inadvance where each cargo container 22 is coming from and where it isgoing. For instance, the computer may identity and locate each cargocontainer 22 in the storage area so that it can be quickly retrievedwhen required.

Various cranes 102 may be utilized with the cargo port system 100. Forinstance, a dock crane 102 is designated for operations on the loadingdock 12. The dock crane 102 moves loads from the loading dock 12 totrucks 104 in the loading area, the transfer area 116, or to trains inthe train loading area 122 and vice-versa. Storage cranes 114 operate inthe storage area 120 and transfer the cargo containers 22 from thetransfer area 116 to the storage area. In the storage area 120 the cargocontainers 22 may be stacked one or more layers deep. The storage crane114 also retrieves cargo containers 22 from the storage yard foreventual delivery to a truck 104, the loading dock 12, or a train 106via the transfer area 116 and the dock crane 102. The storage crane 114can also transfer a load from one transfer area 116 to the next so thatit can reach a neighboring loading dock 12. The storage crane 114 ispositioned slightly lower than the dock crane 102 so that the two cranescan overlap and reach the transfer area 116. Computer-aided collisionavoidance is required so that loads on the dock crane 102 and storagecrane 114 do not collide. A further type of crane employed with thecargo port system 100 is a train crane 128. The train crane 128transfers cargo container 22 loads from trains 106 to trucks 104 andvice versa without crossing the loading dock 12. The train crane 128 mayalso transfer cargo containers 22 to and from shuttle trains, asdescribed above. The train crane 128 is also slightly lower than thedock crane 102 so that it may pass under the dock crane.

The truck loading area 122 is parallel and adjacent to the loading dock12. One or more rows of trucks 104 are positioned to deliver or receiveloads of cargo containers 22 via the dock crane 102. If the trucks 104are spaced the same as the cargo containers 22 within the transportvehicle 14 it may be possible to pick up multiple cargo containers in asingle operation from multiple side-by-side trucks. As shown in FIG. 21,five parallel rows of trucks 104 are shown in the truck loading area122. However, it is understood that the number of trucks 104 may varybut typically corresponds to the number of rows on the loading dock 12and in the transport vehicle 14.

Precise truck 104 spacing may be possible with special truck guidancesystems. One example could be a laser line or plane to which the driveraligns his or her truck. Alternatively, the loading area could includegrooves in the pavement that guide the truck's 104 tires. Fore and aftalignment could be provided by signaling systems or other techniques. Ifmultiple dock cranes 102 are employed, multiple groups of trucks 104 canbe lined up in the truck loading area 122 as shown in FIG. 21. As soonas one line of trucks 104 has finished transferring their loads, thenext line of trucks can move into position.

A truck queuing area 124 is provided to efficiently and systematicallyqueue trucks 104. In other words, by allowing the trucks 104 topre-position before the actual load transfer process, it is possible forthe trucks to be prepared and readily queued when needed. The truckqueuing area 124 has numerous lanes. Computer planning defines whichlane each truck 104 must enter and when it must enter (and which truckit must follow). Further planning defines which of the lanes the truck104 must enter in the truck loading area 122. Thus, the truck 104 endsup in the correct location to pick up the correct cargo container 22 orto deliver its container to the desired location on the loading dock 12.In the particular arrangement shown in FIG. 21 the truck queuing area124 is adjacent to the truck loading area 122 and is connected to theloading area with a large U-turn 132. This permits the trucks 104 toarrive at the queuing area 124 from the waiting area at some distanceaway from the transport vehicle 14 operations area.

The truck waiting area (not shown) provides a location for trucks 104that arrive early to wait before they join the queue in the truckqueuing area 124. This waiting area serves as another buffer to smoothout minor and major scheduling irregularities in truck 104 arrival. Alate truck 104 arrival results in a disruption to the cargo handlingsystem 10. When a truck 104 arrives late for a pickup, its load must bestored, disrupting the smooth process of unloading. In this case, thetruck 104 might have to wait until the dock crane 102 is not busy topick up its load. When a truck 104 arrives late for its delivery, thetransport vehicle 14 may well have left without the load. In this casethe load would be transferred to the storage area 120 for delivery onthe next available transport vehicle 14. To reduce the risk of latearrival, a waiting area is provided so that trucks 104 may arrive early.The waiting area provides for diagonal parking and flow-throughdeparture. A signal system would alert the driver that it is time tojoin the queue and direct the driver to the proper lane.

The transfer area 116 is located at the overlapping boundary of the dockcrane 102 and the storage crane 114 between the truck queuing area 124and the storage area 120. To transfer a load from the loading dock 12 tothe storage area 120, for instance, the dock crane 102 carries the loadto the transfer area 116 and deposits it there. The storage crane 114then picks up the load and moves it to its designated location in thestorage area 120. The transfer area 116 may be a simple pad or structureand may be equipped with fixed locating pins that engage the ISO cornerfittings 24. The locating pins facilitate more precise positioning ofthe cargo containers 22, allowing the next crane 102 to easily locateand transfer the containers to the next location. The transfer area 116is large enough to accommodate several cargo containers 22. A largernumber of cargo containers 22 provides a buffer so that containers maybe placed there quickly and picked up at some later time.

The storage area 120 is used for short and long-term storage of cargocontainers 22. The storage area 120 provides specific locations withspecific addresses for cargo containers 22 so that containers depositedthere may be readily retrieved by overhead cranes 102. The storage area120 may be one or more cargo containers 22 in height. The controlcomputer keeps track of the location and height of each stored cargocontainer 22. If a cargo container 22 is to be stored atop anothercontainer, the control computer identifies the height of the lowercontainer and places the upper container on the lower container. Thestorage area 120 may be between two loading docks 12 and may serviceboth docks via a transfer area 116 at each boundary. As a result, acargo container 22 stored at one loading dock 12 may be retrieved byanother adjacent loading dock. Similarly, the storage crane 114 maydirectly transfer a load of cargo containers 22 from one transfer area116 to another adjacent transfer area.

A parking ramp 134 (also known as “apron”) for the transport vehicle 14is aligned with the loading dock 12. The ramp 134 provides sufficientsupport for the weight of the transport vehicle 14, as well asadditional space for the transport vehicle to maneuver into a dockingposition. With respect to aircraft transport vehicles 14, the ramp 134is linked by taxiways 136 to other ramps and to a runway. The ramp 134may also be linked to service areas for maintenance, repair, refueling,and/or other service to the transport vehicle 14.

The present invention provides several advantages. The cargo handlingsystem 10 is capable of transporting cargo into and within a transportvehicle efficiently and effectively. For example, cargo containers 22can be pre-staged on railcars 20 positioned on a loading dock 12 suchthat the railcars may transport the containers within a cargo bay 16 ofa transport vehicle 14 simultaneously. As a result of this increasedefficiency, a reduced amount of time and workforce is required to loadand/or unload the cargo into and/or out of the transport vehicle 14. Inaddition, transport vehicles 14, such as aircraft, are not required tobe grounded for a substantial period of time so that the downtime isminimized. Furthermore, the loading docks 12 are capable of being spacedmore closely together than that shown in FIG. 21 due to the decreasedprobability that the transport vehicles 14 will be docked at the sametime or that their schedules will conflict. As a result, the amount ofspace needed for cargo handling is reduced, as well as the time andcomplexity required to transfer cargo between loading docks.

The cargo handling system 10 is capable of handling ISO containerswithout requiring a pallet or platform, and may effectively transportthe ISO containers in and out of a cargo bay 16. Because the cargocontainers 22 are capable of being secured within the cargo bay 16 in anelevated position, the railcars 20 may be withdrawn from the cargo bay16 after transporting the cargo containers into the cargo bay.Eliminating pallets or platforms and removing the railcars 20 from thecargo bay 16 reduces the weight penalty on the transport vehicle 14. Therailcars 20 include a low profile that reduces the size of the cargo bay16 required to accommodate the cargo containers 22. In addition, thecargo containers 22 are effectively restrained within the transportvehicle 14 with a combination of pylons 38, restraint pins 40, and/orceiling locating pins within the cargo bay 16 that reduces thepossibility of shifting of the cargo containers or failure of any onemechanism or device.

Many modifications and other embodiments of the invention set forthherein will come to mind to one skilled in the art to which thisinvention pertains having the benefit of the teachings presented in theforegoing descriptions and the associated drawings. Therefore, it is tobe understood that the invention is not to be limited to the specificembodiments disclosed and that modifications and other embodiments areintended to be included within the scope of the appended claims.Although specific terms are employed herein, they are used in a genericand descriptive sense only and not for purposes of limitation.

1. A system for aligning a loading dock and a transport vehicle forloading and unloading cargo comprising: a transport vehicle comprising acargo bay; a stationary loading dock comprising an end for coupling tothe cargo bay; and a mechanism operable to adjust the height of one ofthe transport vehicle and the loading dock to align the loading dock andthe transport vehicle for loading and unloading of cargo.
 2. The systemaccording to claim 1, wherein the mechanism comprises a plurality ofactuators and sensors, the sensors capable of detecting differences inheight between the loading dock and the transport vehicle, and theactuators operable to adjust the height of the loading dock.
 3. Thesystem according to claim 1, wherein the mechanism comprises landinggear and a plurality of sensors, the sensors operable to detect heightchanges of the transport vehicle, and the landing gear operable toadjust the height of the transport vehicle in response to input from thesensors.
 4. The system according to claim 1, wherein the mechanismcomprises a plurality of jacks located within the transport vehicle andoperable to adjust the height of the transport vehicle.
 5. The systemaccording to claim 1, wherein the mechanism comprises a plurality ofjacks located within an apron, the apron positioned below the transportvehicle, and the jacks operable to adjust the height of the transportvehicle.
 6. A system for aligning a loading dock and a transport vehiclefor loading and unloading cargo comprising: a loading dock comprising aplurality of engagement members defined in an end of the loading dock;and a transport vehicle comprising a plurality of engagement membersproximate to a cargo bay, the engagement members of the loading dock andtransport vehicle capable of engaging one another to align the cargo bayand the end of the loading dock.
 7. The system according to claim 6,wherein the engagement members of the loading dock comprise a pluralityof blades, and wherein the engagement members of the transport vehiclecomprise a plurality of slots.
 8. The system according to claim 7,wherein the blades are operable to engage the slots of the cargo bay toalign the cargo bay and the end of the loading dock.
 9. A railcar fortransporting cargo containers comprising: a chassis comprising opposedlateral edges extending between first and second ends; a plurality ofpads spaced along the opposed lateral edges of the chassis, wherein thepads are capable of supporting a cargo container; a plurality ofregistration members, wherein at least one of the registration membersextends outwardly from a respective pad and is capable of engaging thecargo container; and a plurality of wheels positioned along the opposedlateral edges and between the pads, wherein the wheels are capable ofengaging a pair of rails and transporting the railcar along the rails.10. The railcar according to claim 9, wherein the chassis isapproximately the length of a cargo bay of a transport vehicle.
 11. Therailcar according to claim 9, wherein the distance between the opposedlateral edges is approximately the width of the cargo container.
 12. Therailcar according to claim 9, wherein the cargo container comprises acorner fitting at each corner of the cargo container, and wherein eachregistration member is capable of engaging a respective corner fitting.13. The railcar according to claim 12, wherein the pads areapproximately the same size as a bottom surface of the corner fitting.14. The railcar according to claim 9, wherein the pads are positionedproximate to each of the first and second ends of the chassis andapproximately midway between the first and second ends.
 15. The railcaraccording to claim 9, wherein each of the registration members is atapered pin.
 16. The railcar according to claim 9, wherein each of thepads is operable to elevate the cargo container.
 17. The railcaraccording to claim 9, further comprising a mechanism for propelling therailcar along the rails.
 18. The railcar according to claim 17, whereinthe mechanism comprises one of a winch coupled to the railcar and apower source external to the railcar, a motor housed within the railcarand driven by a power source external to the railcar, and a motor housedwithin the railcar and driven by a power source internal to the railcar.19. An apparatus for positioning at least one cargo container within atransport vehicle comprising: a pylon comprising at least one slot andoperable to raise and lower the cargo container; and at least onerestraint pin positioned within the pylon and operable to extend andretract within the slot to engage and disengage the cargo container. 20.The apparatus according to claim 19, wherein each of the restraint pinsextends laterally with a respective pylon and is capable of engaging acorner fitting of the cargo container.
 21. The apparatus according toclaim 20, wherein the pylon is operable to raise and lower each of therestraint pins such that when each of the restraint pins engages acorner fitting, the pylon and restraint pins are capable ofcooperatively raising and lowering the cargo container.
 22. Theapparatus according to claim 19, wherein the pylon comprises a pluralityof slots, each of a pair of slots defined in opposed surfaces of thepylon, and wherein each restraint pin is capable of extending andretracting within each of the pair of slots.
 23. The apparatus accordingto claim 22, wherein the slots extend longitudinally within the pylonsuch that each of the restraint pins may slide within the slots.
 24. Theapparatus according to claim 22, wherein the pylon comprises a hydrauliccylinder for raising and lowering each of the restraint pins and cargocontainer.
 25. The apparatus according to claim 19, wherein eachrestraint pin comprises a hydraulic cylinder and hydraulic pistonoperable to extend and retract within the pylon.
 26. The apparatusaccording to claim 19, wherein each restraint pin comprises a sensoroperable to determine whether the restraint pin is engaged or disengagedwith the cargo container.
 27. A system for cargo container handlingcomprising: a transport vehicle comprising a cargo bay capable ofhousing a plurality of cargo containers; a loading dock comprising anend for coupling to the cargo bay, the loading dock capable ofsupporting a plurality of cargo containers; at least one railcar,wherein the railcar is capable of carrying at least a portion of a cargocontainer between the loading dock and cargo bay while traveling alongrails positioned on the loading dock and within the cargo bay; and aplurality of pylons positioned along a floor of the cargo bay, wherein apredetermined number of pylons are cooperatively operable to elevate andlower a cargo container within the cargo bay.
 28. The system accordingto claim 27, wherein the cargo bay comprises an upper and lower deck,and wherein the loading dock comprises an upper and lower dock thatalign with respective upper and lower decks of the cargo bay.
 29. Thesystem according to claim 28, wherein each of the upper and lower docksof the loading dock is at least as long as each of the upper and lowerdecks of the cargo bay.
 30. The system according to claim 27, whereinthe transport vehicle is a ground effect aircraft having a swing nosefor exposing the cargo bay.
 31. The system according to claim 27,wherein at least one of the railcar and pylons comprise a plurality ofsensors for aligning each railcar and cargo container with respectivepylons.
 32. The system according to claim 27, further comprising aplurality of ceiling locating pins extending from the cargo bay andcapable of engaging respective corner fittings of a cargo container whenthe pylons elevate the cargo container.
 33. The system according toclaim 32, wherein the ceiling locating pins are tapered and capable ofbeing extended and retracted.
 34. The system according to claim 33,wherein the ceiling locating pins comprise one of a spring-loaded andhydraulic mechanism for extending and retracting the ceiling locatingpins.
 35. The system according to claim 27, wherein a pylon ispositioned proximate to each corner along a bottom surface of each cargocontainer, and wherein each pylon is capable of engaging respectivecorner fittings of each cargo container.
 36. The system according toclaim 27, further comprising a plurality of rows of railcars arranged inparallel on the loading dock, each row of railcars comprising aplurality of interconnected railcars and capable of loading andunloading a plurality of cargo containers to and from the transportvehicle simultaneously.
 37. The system according to claim 36, whereineach railcar carries a plurality of cargo containers.
 38. A method forcargo container handling comprising: loading a plurality of cargocontainers onto a plurality of railcars arranged on a loading dock in apredetermined configuration; positioning a cargo bay of a transportvehicle adjacent to a loading dock; transporting the cargo containerswith the railcars from the loading dock and into the cargo bay;elevating the cargo containers within the cargo bay; and removing therailcars from the cargo bay while the cargo containers are securedwithin the cargo bay in an elevated position.
 39. The method accordingto claim 38, wherein elevating comprises extending a plurality ofrestraint pins to engage respective corner fittings of the cargocontainers, and wherein the restraint pins are positioned within aplurality of respective pylons arranged on a floor of the cargo bay. 40.The method according to claim 39, wherein elevating comprises elevatingthe cargo containers with the pylons while the restraint pins areengaged within the corner fittings.
 41. The method according to claim38, wherein elevating comprises elevating the cargo containers such thata plurality of corner fittings of the cargo containers engage aplurality of ceiling locating pins.
 42. The method according to claim38, wherein elevating comprises elevating the cargo containers with aplurality of pads positioned on each of the railcars.
 43. The methodaccording to claim 38, wherein loading comprises loading the cargocontainers onto the railcars with an overhead crane.
 44. The methodaccording to claim 38, wherein positioning further comprises adjusting aheight of one of the loading dock and transport vehicle.
 45. A methodfor cargo container handling comprising: positioning a cargo bay of atransport vehicle adjacent to a loading dock; transporting a pluralityof railcars from the loading dock and into the cargo bay; lowering aplurality of cargo containers onto the railcars; removing the railcarsand cargo containers from the cargo bay; and removing the cargocontainers from the railcars.
 46. The method according to claim 45,wherein lowering comprises lowering the cargo containers with aplurality of pads positioned on the railcars, and wherein the pads areoperable to engage and lower each of the cargo containers.
 47. Themethod according to claim 45, wherein lowering comprises lowering thecargo containers with a plurality of pylons positioned along a floor ofthe cargo bay, and wherein the pylons are operable to engage and lowereach of the cargo containers.